Atomizer for internal-combustion engines.



No. 791,447. .PATENTED- JUNE'G. 1905.

" W. L.VBREATH.

ATOMIZER FOR INTERNAL COMBUSTION ENGINES.

APPLICATION EILD JAN. 11, 1904.

UNITED STATES Patented June 6, 1905.

PATENT OFFICE.

WILLIAM L. BREATH, OF JERSEY CITY, NEW JERSEY, ASSIGNOR TO CARL C. RIOTTE, OF NEW YORK, N. Y.

SPECIFIGATIOIY forming part of Letters Patent No. 791,447, dated June 6, 1905.

Application filed January 11, 1904. Serial No. 188,585.

Toall whom it may concern:

Be it known that I, WILLIAM L. BREATH, a citizen of the United States, residing at Jersey City, Hudson county, New Jersey, have invented certain new-and useful Improvements in Atomizers for Internal-Combustion Engines, of which the following is a full, clear, and exact description.

My invention relates to new and useful improvements in atomizers for use in connec-- tion with engines of the hydrocarbon or internal-combustion type.

The main object of my invention is to construct an atomizer whichwill produce a gas of substantially uniform mixture irrespective of the speed of the engine with whichsaid atomizer is connected.

Heretofore in engines of the internal-combustion type employing vaporizers of the atomizer type great difliculty and annoyance has been'occasioned by the failure of the vaporizer to furnish the proper mixture when the engine is running at a slow speed. This is because such Vaporizers are designed or adjusted for what may be termed the average speed of the engine. If the speed of the engine is cut down below this, it obviously draws less air past a given point in the air-pipe in a given time than it formerly did. To an increased proportional extent the suction or lifting power of the partial vacuum is lessened, and as a consequence. the proportion of fuel in the gaseous mixture is lessened substantially fromthe proper proportions, so that as a consequence the engine is liable to stop. Recognizing this fact, I have devised a simple and effective means whereby although the speed of the engine may be slowed down substantially the speed of travel of the air past the atomizing-point will be practically constant, and hence the mixture will be substantially uniform. On the other hand, if the speed of the engine is increased above the average speed the relative proportion of air and fuel mixture will still be maintained.

In the accompanying drawin s, Figure 1 is in the main a vertical sectiona view of the preferred form of my invention. Fig. 2 is a cated in dotted lines, Fig. 1, valve 3 closes fuel-inlet 6. The intended level of the fuel is indicated by a horizontal dotted line a a. 7 is an atomizer-tip, only one being shown in the drawings. 8 is a passage leading from the reservoir 1 to tip 7. The tip 7 opens into an air-passage in conduit 11, through which air travels on its way to the engine cylinder or cylinders. (Not shown.) The direction of the air-current is indicated by an arraw in Fig. 2. 9 is what may be termed a controller. In its simplest form this controller may comprise a damper, the. function of which is to vary the size of the air-passage directly adjacent to the tip 7. This controller or damper may be pivoted at 91. The side walls of the conduit 11 adjacent to the side edges of the damper may be parallel, so that the main volume of air will pass under the damper when the damper serves to vary the size of the air-passage according to its angle of inclination. The lower edge or free end of the damper 9 is preferably of curved form, as best seen in Fig. 1. 10 is a spring, which bears upon a suitable part of damper 9 and tends to move its free end toward the atomizer-point to reduce the size of the air-passage adjacent thereto. 12 is an adjustingscrew, by which the pressure of spring 10 may be qualified as desired. The controller 9 may be made of any suitable material, preferably some light metal-for example, aluminium. I

From the foregoing the operation of my invintion may be readily understood. Air flows through the air-passage in conduit 11 and past the atomizer-tip 7. This aircurrent under average conditions lifts the dam er 9 to its normal operative position, in whic the size of the air-passage adjacent to the tip will be such that the speed of the air current will draw up and atomize a substantially correct proportion of fuel relatively to the quantity of air passing said tip. If the engine is slowed down, a lesser quantity of air will be sucked past the tip in a given time than formerly, and the passage of air would be slower were it not for the fact that the damper moves toward the tip to an extent suflicient to constrict or reduce the size of the air-passage adjacent thereto, so that at that point the speed of travel of the air will be substantially what it was when the engine was runnin faster. In this Way the damper automatica ly moves up and down, varying the size of the air-passage adjacent to the tip to such an extent as to produce a substantially uniform speed of travel of the aircurrent at that point, and hence and because the quantity of fuel picked up and atomized depends upon the speed of travel of the air rather than the quantity the proportion of air and fuel will remain substantially constant under the various speeds at which the engine may be run.

What I claim is In an atomizer for internal-combustion. engines, an air-passage, a fuel-supply nozzle projecting into said passage a damper having an arched end overstanding said nozzle and normally reducing the size of the airpassage at said nozzle said damper being adapted to move away from said nozzle to increase the size of said air-passage at the nozzle proportionally with an Increase In the volume of air traversing said passa e.

WILLIAM L. BRTMIII. Witnesses R. C. MITCHELL, R. S. ALLYN. 

